Running-gear for automobiles.



. H. J. HASS.

RUNNING GEAR 1 0a AUTOMOBILES.

APPLICATION FILED APR. 14, 1906. 9 224 a Patented June 8, 1909.

2 BHBETS-SHEET 1.

y jg Z Z Z M v H. HASS. RUNNING GEAR FOR AUTOMOBILES. .LAPF LIOATIQNFILED APR. 14, 1906.

Patented June 8, 1909.

' 2 SHEETS-411E111? 2.

running gear of automobiles Z) connecting the side bars.

PATENT? HERMAN .T. HASS, or BUFFALO, NEW YORK, Assiouoe TO E. n. THOMASMoron COMPANY,

. or. BUFFALO, NEW YORK.

RUNNING- GEAR FOR AUTOMOBILES.

so; ssaoei.

Specification of Letters Retent- Iatented June 8, 1909.

Application filed April 14, ions. Serial No. 311,686.

To whom it may concern:

lBe known math-HERMAN J. HASS, a citizen of the United States, residingat luii'alo, int-he countyof Erie and State of how Yo-iilr, haveinvented a new and useful improvement in Running-Gears for Auto mobiles,of which the following is a specification.

This invention relates to an auxiliary cushioning or compensating devicewhich is more *ticularly designed to supplement the action of the mainsprings used on the for the purpose of aiding the main springs when thesame are carrying an unusual load and also to prevent undue reboundingthereof when the automobile runs over an opening},- or 0bstrnction inthe road. i in the accompanying drawings consisting of two sheets:Figure l is a top plan View the running gear of an automobile equippedwith my improved auxiliary cushioning device. Fig. 2 is a verticallongitudinal section thereof. Fig. 3 is a fragmenta-ry cross section, onan enlarged scale, in line 3-3, Fig.1 showing one of the com-- pensatingor auxiliary springs of the cushioning device applied'to the front axleadjacent to one of the front inuin, springs.

Fig. 4: a sectional side elevation of the.

same. Fig. Sis a fragmentary cross section, on enlarged scale, in line5--5, Fig. 1, showing one of the compensating or auxiliary springs ofthe cushioning device applied to the frame and rear axle adjacent to oneof the rear inainsprings. Fig; 6 is a sectional side elevation thereof.

.iinilar letters of reference indicate corresponding; parts throughoutthe several mobile chassis or running gear which con-- sists essentiallyof two longitudinal side bars or rails 11 and a plurality of cross barsC, l represent the front and rear aides upon the ends of which thewheels D, D" are mounted. in the usual manner.

E, E represent the front and rear main springs of semi-elliptic formwhich yieldingly connect the from and rear axles with the main fame;lunch of these springs is composed of a numher of suoerposed curvedleaves which are connected centrally with side and connected at itsfront end di 1 coming gradually ing bracket or hanger F on the adjacent60 side bar by means of a vertically swinging link which permits themain spring to flatten or straighten out more or less under the varyingloads which are placed upon the same without cramping.

G", Gr, G G represent the front and rear springs of the secondary orauxiliary cush ioning or compensating device, the front pair G, G beingarranged over the front axle and on the outer side of the frame side 7bars and the rear pair G, G being arranged over the rear axle and on theinner side of the frame side liars. Each of these auxiliary springs isconstructed in the form. of a double vo'lute, being widest at the cen- 7lei-and the convolutions of the spring be smaller in diameter toward theupper and lower ends thereof where the spring terminates in upper andlower attaching eyes 9. g the axes of which are horizontal andtransverse relatively to the main frame.

The eye at the lower end of each auxiliary spring is pivotally connectedwith the axle below the same by means of a rest bracket or clip plate llhaving two upwardly projecting lugs or cars It which receive the lowereye of the adjacent auxih iury spring between them, a horizontal 'holtz'passing-through said lower eye endings, and 9 a clip I ClllblHCll'lg theadjacent axle and connected with the plate II. The lower end of thefront mixiliary springs G, G are. attached to the front axle outside ofthe adjacent'main springs E, E but the corresponding ends of the rearauxiliary springs are. attached to the respective axle on the inner sideof the rear inain springs E E The upper eye of each auxiliary spring ispivotally connected to a rest or bracket J on the adjacent frame sidebar by means of a stud j arranged horizontally and trans vversely andpassing through the upper eye of the auxiliary sprin the latter beingconfined on said stud b shoulder 7': and nut 7; arranged thereon o g,-)POSllLG sides of said eye, as shmvn in l igs. 3 and 5. The no tar-hingbrackets J atthe upper ends of the front auxiliary G, (E, are.secured'to the frame side bars on the outer sides thereof while those ofthe rear auxiliary springs G, G are secured to the frame side bars onthe mner sldes thereof.

The several auxihary springs are so constructed that they must bestretched or dismitted to relax into their neutral or normal conditionatavhich time the main springs alone carry the load and are strainedaccordingly. c

If a load should be placed upon the f ame which is more than normal theauxiliary springs will be compressed somewhat at the same time that thestrain on the mainsprings is increased and.the latter are fiattened,whereby the auxiliary springs aid the main springs in yieldinglysupporting the load. lVhile springs at this time its convolntions arenested one within the other more or less; thereby obtaining a fullspring action within a comparatively small range of. movement.

When the main springs are curved abnornally by rebounding of the framefrom the axles and the auxiliary springs are stretched and thus opposethe main springs and resist this rebound, thereby avoiding severestraining of the same and undue jarring of the frame and the loadthereon. In other neutral when the mam spring 18 under a normals1|perineumbent load but when this load increases the auxiliary springis compressed and aids the main spring in carrying the same and whenthis lead is reduced by rebounding thereof and the main spring becomesinactive or neutral by removal of the load thereon, then the auxiliaryspring is stretched and again becomes active by adding its power to theload and resisting movement of the latter away from the main spring andaxle. The periods of inaction of the main and auxiliary springstherefore do not occur at the same time but take place in succession andin such manner that the auxiliary spring at one time acts with the mainspring to carry the load and at another time with the load forcompressing the main spring.

As the main springs are alternately flattened and curved under thefluctuations of the load upon the same the/axles and the body of themain springs move forward and backward more or less this being permittedby the links j which yieldingly connect the compressingthe auxiliaryrear ends of the main springs with the frame side bars. During thisbackward and forward movement of the axles and main springs theauxiliary springs owing to the connection at their lower ends with theaxles are moved in the same direction and turn on their upper eyes whichare fulcrnmed on the upper brackets J so that the axis of each of theauxiliary springs is always on a line drawn through the pivotsconnecting the ends of the auxiliary spring with the frame side bar andaxle. By this means the auxiliary springs are never cramped or distortedbut always remain-in condition to properly aid the main springs in'carrying the load or resisting rebound regardless of the particularposition of the axles and main springs relatively to the main frame.

My improved auxiliary cushioning device is particularly desirable forautomobiles when traveling over roads containing pitch holes or raisedobstacles inasmuch as severe rebound and shocks are avoided uponstriking the same. i

I claim as my invention l. A running gear for automobiles, comprising amain frame which has a narrow front part and a wide rear part, front andrear axles arranged transversely underneath the narrow and wide parts ofsaid frame, respectively, main springs connecting said axles with themain frame, front and rear auxiliary springs connecting said axles andmain frame, the front auxiliary springs being arranged on the outer sideof the front main springs and secured to the other side of the mainframe and the rear auxiliary springs being arranged on the inner side ofthe rear main springs and secured to the inner side of the main frame,substantially as set forth.

'2. A running gear for automobiles, comprising a main frame, axlesarranged transversely below said frame, semi-elliptical springs eachconnected centrally with one of said axles and at one end directly withthe main frame while its opposite end is connected indirectly with theframe by a vertically swingin link, auxiliary springs having upper andower eyes the axes of which are transverse relatively to the main frame,and'transverse pivots mounted on the axles and'frame and passing throughsaid eyes, substantially as set forth. 1

A running gear for automobiles, c0mprising a main frame, axles arrangedtransversely below said frame, semi-elliptical springs each connectedcentrally with one of said axles and at one end directly with the mainframe while its opposite end is connet-led indirectly with the frame by'a vertically swinging link, auxiliary springs having upper and lowereyes the axes of which are transverse relatively to the main frame, clipplates secured to the axles and each having a pair of lugs whichi-eceive the lower l and nut on opposite sides of saiel upper eye,. I

eyevol one of said auxiliary springs, a transsubstantially as set forth.

. iu verse bolt passing through each pair of said I Witness my hand this13th clay of April,

lugs and the spring eye between the same, 1906.

; amlbrao'kets arranged on the main frame HERMAN J. HASS,

and each provided with a transverse stud I Witnesses: which passesthrough the upper eye of one FREDERICK P. VVEHIBAS,

of said auxiliary springs and has a' shoulder I THEO. L.- POPP.

